Steering apparatus

ABSTRACT

There is provided a steering apparatus including a pinion communicating with an operation of a steering member, a rack shaft having a rack meshed with the pinion, and a support yoke resiliently coming into contact with the rack shaft, and being configured to convert rotation of the pinion into movement of the rack shaft in an axial direction in a meshing portion in which the pinion and rack mesh to each other. The steering apparatus comprises a detection unit for detecting a force applied to the support yoke to which a force acting on the meshing portion being transmitted from the rack shaft and a calculation unit for calculating a steering torque applied to the steering member based on the force detected by the detection unit, wherein the pinion and the rack are formed in helical gears.

CROSS-REFERENCE OF RELATED APPLICATIONS

This is a Division of application Ser. No. 11/837,660 which claimspriority of Japanese Patent Application No. 2006-224489 filed Aug. 21,2006 and Japanese Patent Application No. 2006-239380 filed Sep. 4, 2006.The disclosure of the prior applications is hereby incorporated byreference herein in its entirety.

BACKGROUND

1. Technical Field

The present invention relates to a steering apparatus including arack-and-pinion-type steering mechanism, and a detection means fordetecting a steering torque applied to a steering member.

2. Description of Related Art

A steering apparatus to steer a vehicle is configured to drive asteering mechanism by transmitting a driver's operation of a steeringmember such as a steering wheel to the steering mechanism. For such asteering mechanism, a rack-and-pinion-type steering mechanism has beenwidely adopted. This type of steering mechanism is configured to converta rotation of a pinion, in accordance with the rotational operation ofthe steering member, into an axial movement of a rack shaft having arack meshed with the pinion, and perform a push-and-pull operation ofright and left front wheels coupled to both ends of the rack shaft. Therack-and-pinion-type steering mechanism includes a support yokeresiliently contacting the rack shaft from both sides of a meshedportion between the rack and the pinion so that they favorably mesh witheach other, without backlash, while applying preload to the meshedportion. Further, for many of the rack-and-pinion-type steeringmechanisms, the pinion and the rack are formed with helical gears, eachof which typically has a large contact ratio for mass loadtransmittance.

In recent years, in order to reduce the burden of the driver whooperates the steering member, a steering apparatus configured as anelectric power steering apparatus that detects a steering torque appliedto the steering member by a torque sensor, drives a steering assistmotor based on the detected steering torque, and applies an assistingforce to the steering mechanism, is widespread.

The torque sensor is arranged at an intermediate position of thesteering column which transmits the operation of the steering member tothe steering mechanism, and is configured to detect a torsion generatedon the steering column due to an action of the steering torque.Typically, to improve the detection accuracy of the steering torque byamplifying the torsion for the torque sensor, a coupling portion forcoupling an input shaft on the side of the steering member and an outputshaft on the side of the steering mechanism at an intermediate positionof the steering column by a torsion bar of low rigidity is provided, andthe torsion of the torsion bar in the coupling portion is detected by anappropriate means.

SUMMARY

For the steering apparatus including such a torque sensor, because thetorsion bar may act as a damper, problems may arise such as difficultyin transmission of a road condition to the steering member, and thesteering mechanism reacts with a slight time delay when the steeringmember is operated. Therefore, a steering feel may be degraded.

To address these problems, for the steering apparatus including therack-and-pinion-type steering mechanism, it has been proposed to detecta force acting on the rack shaft in the axial direction (hereinafter,referred to as “a rack shaft force”), and calculate the steering torqueapplied to the steering member based on the rack shaft force (forexample, refer to Japanese Patent Application Laid-Open No. H11-321685).

The Japanese Patent Application Laid-Open No. H11-321685 discloses aconfiguration in which force sensors for detecting the rack shaft forceare disposed at intermediate positions of the rack shaft that projectsfrom a rack housing for supporting the rack shaft, and the rack shaftforce is directly detected by the force sensors. Further, the JapanesePatent Application Laid-Open No. H11-321685 discloses a configuration inwhich load sensors for detecting loads on knuckle arms of front wheels,and the rack shaft force is detected based on the detected loads.However, because the force sensors or load sensors are exposed tooutside environment, these configurations may cause problems such as areduction in the detection accuracy or a failure of the sensors due toan influence of foreign substances such as water, mud, dust, etc.

An object is to provide a steering apparatus capable of improving asteering feel by detecting a steering torque applied to a steeringmember without using a torsion bar of low rigidity, and capable ofpreventing problems such as a reduction in detection accuracy, or afailure of a detection means.

There is provided a steering apparatus according to an aspect includinga pinion that rotates in accordance with an operation of a steeringmember, a rack shaft having a rack meshed with the pinion, and a supportyoke resiliently coming into contact with the rack shaft from anopposite side of a meshed portion of the rack and the pinion so as to beprovided with the rack shaft between the opposite side and the meshedportion, and being configured to convert rotation of the pinion intomovement of the rack shaft in an axial direction in the meshed portion,the steering apparatus comprising:

a detection unit for detecting a force applied to the support yoke towhich a force acting on the meshed portion being transmitted from therack shaft; and

a calculation unit for calculating a steering torque applied to thesteering member based on the force detected by the detection unit,

wherein the pinion and the rack are formed in helical gears.

There is provided a steering apparatus according to an aspect forsteering a vehicle by converting rotation of a pinion in accordance withan operation of a steering member into movement of a rack shaft in anaxial direction thereof, the rack shaft having a rack meshed with thepinion, the steering apparatus comprising:

a detection unit for detecting a force applied to the pinion in an axialdirection thereof by reaction of an acting force on a meshed portion ofthe pinion and the rack; and

a calculation unit for calculating a steering torque applied to thesteering member based on the force detected by the detection unit,

wherein the pinion and the rack are formed in helical gears.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view showing a configuration of the steeringapparatus according to one embodiment;

FIG. 2 is a longitudinal cross-sectional view schematically showing aportion in proximity to an intersecting portion of a pinion housing anda rack housing;

FIG. 3 is an explanatory diagram illustrating forces acting on thesteering mechanism;

FIG. 4 is a schematic view showing the configuration of the steeringapparatus according to one embodiment;

FIG. 5 is a longitudinal cross-sectional view schematically showing aportion in proximity to the intersecting portion of the pinion housingand the rack housing;

FIG. 6 is a schematic view showing a configuration of the steeringapparatus according to one embodiment;

FIG. 7 is a flowchart showing a processing procedure of an assistcontrol by an assist control module;

FIG. 8 is a longitudinal cross-sectional view schematically showing aconfiguration of a main portion of the steering apparatus according toone embodiment; and

FIG. 9 is a longitudinal cross-sectional view schematically showing aconfiguration of a main portion of the steering apparatus according toone embodiment.

DETAILED DESCRIPTION Embodiment 1

Hereinafter, Embodiments will be explained in detail based on theappended drawings. FIG. 1 is a schematic view showing a configuration ofa steering apparatus according to the embodiments. The steeringapparatus shown in FIG. 1 includes a rack-and-pinion-type steeringmechanism, and is configured to be a rack-assist-type electric powersteering apparatus.

The rack-and-pinion-type steering mechanism 1 has a known configurationin which it includes a rack shaft 10 movably supported in the axialdirection inside a rack housing 11 extending to the left-and-rightdirection of the vehicle body (not illustrated), and a pinion shaft 2rotatably supported inside the pinion housing 20 which intersects withthe rack housing 11 at an intermediate position of the rack housing 11.

Both ends of the rack shaft 10 which projects outside from the bothsides of the rack housing 11 are coupled to front wheels 13 on the leftand right sides as steerable wheels through respective tie rods 12.Further, an upper end of the pinion shaft 2 which projects outside fromone side of the pinion housing 20 is coupled to a steering wheel 30 as asteering member through a steering column 3.

The steering column 3 is rotatably supported inside a column housing 31of a cylindrical shape, and is mounted inside a vehicle cabin (notillustrated) through the column housing 31 so that it inclines with itsfront end down. An end of the steering column 3 projecting downwardlyfrom the column housing 31 is coupled to the pinion shaft 2. A steeringwheel 30 is fixed to the other end of the steering column 3 projectingupwardly.

FIG. 2 is a longitudinal cross-sectional view schematically showing aportion in proximity to the intersecting portion of the pinion housing20 and the rack housing 11. As illustrated, the pinion shaft 2 includesa pinion 21 integrally formed therewith. A lower half portion of thepinion 21 is larger in its diameter than the rest of the pinion 21. Thepinion shaft 2 is rotatably supported inside the pinion housing 20through a pair of bearings 22 and 23 located above and below the pinion21, respectively.

As described above, the rack housing 11 of cylindrical shape isintegrally formed with a lower half portion of the pinion housing 20 onone side so that their axial centers intersect with each other. The rackshaft 10 supported inside the rack housing 11 includes a rack 14integrally formed with the rack shaft 10 on the side facing a portioncommunicating with the pinion housing 20 so that the rack 14 extends fora predetermined length in the axial direction of the rack shaft 10. Therack 14 meshes with the pinion 21.

At the intersecting portion of the rack housing 11 and the pinionhousing 20, a yoke housing 40 of cylindrical shape projects toward adirection perpendicular to both the rack housing 11 and the pinionhousing 20. A support yoke 4 having a circular cross-section is fittedinside the yoke housing 40 so that it is held slidable in the axialdirection.

One end of the support yoke 4 facing inside the rack housing 11 has anarch shape corresponding to an outer contour of the rack shaft 10, andslidably contacts to an outer peripheral surface of the rack shaft 10from the other side of the meshed portion between the pinion 21 and therack 14 through a slide plate 41. Further, the other end of the supportyoke 4 contacts a bottom surface of a support cap 42 which is fixedlyfitted into an opening of the yoke housing 40 so as to be positioned bya lock nut 43. A push spring 44 is inserted between the opposing facesof the support yoke 4 and the support cap 42. The support yoke 4 isbiased by a spring force of the push spring 44 toward the rack shaft 10so that it resiliently contacts the rack shaft 10.

The support yoke 4 attached in this way pushes the rack shaft 10 againstthe pinion shaft 2, and gives preload to the meshed portion of the rack14 and the pinion 21 so that they excellently mesh with each otherwithout a backlash. The preload may be appropriately adjusted bychanging in the fitting depth of the support cap 42.

With the above configuration, when the steering wheel 30 is rotated forsteering, this rotation is transmitted to the pinion shaft 2 through thesteering column 3, and the rotation of the pinion shaft 2 is convertedinto a movement of the rack shaft 10 in the axial direction at themeshed portion of the pinion 21 and the rack 14. Such a movement of therack shaft 10 causes pushing and pulling of the front wheels 13 on theleft and right sides through the respective tie rods 12 and, thus,steering of the vehicle is carried out.

A steering assist motor 5 is attached to an intermediate position of anoutside perimeter of the rack housing 11. An output shaft of the motor 5extends inside of the rack housing 11, and is configured to transmit aforce through a movement conversion mechanism such as a ball screwmechanism, to an intermediate portion of the rack shaft 10. The motor 5operates based on a steering torque calculated as described later. Bytransmitting the rotation generated by the motor operation to the rackshaft 10 through the movement conversion mechanism, the steering of thevehicle is assisted.

As shown in FIG. 2, the support yoke 4 includes a biased portion 4 athat is located on the side of the support cap and biased by the pushspring 44, and a resilient portion 4 b that is located on the side ofthe rack shaft 10 and resiliently contact an outer peripheral surface ofthe rack shaft 10. In the cross-section shown in FIG. 2, an opposing endface of the biased portion 4 a to the resilient portion 4 b is formed ina V-shape. The end face inclines at an angle (90 degree minus θs degree)with respect to an axial center of the support yoke 4 which passesthrough the center of the circular cross-section and is in parallel withthe sliding direction. Similarly, in the cross-section shown in FIG. 2,an opposing end face of the resilient portion 4 b to the biased portion4 a is formed in an inverted V-shape. The end face inclines at an angle(90 degree minus θs degree) with respect to an axial center of thesupport yoke 4. Load cells 6 and 7 are sandwiched between the end facesof the biased portion 4 a and the resilient portion 4 b. Each of theload cells 6 and 7 is a known force sensor such as a strain gaugeattached to an elastic body, which detects a distortion of the elasticbody due to an applied force as a change in an electrical resistance ofthe strain gauge, and calculates the applied force based on the change,for example.

The steering apparatus according to the embodiment detects a forceacting on the support yoke 4 by using the load cells 6 and 7 provided asdescribed above, and calculates a torque applied to the pinion shaft 2(i.e., the steering torque) based on the detected force. Hereinbelow,first, a relationship between the force acting on the support yoke 4 andthe torque applied to the pinion shaft 2 will be explained withreference to FIG. 3, which is a diagram illustrating forces acting onthe steering mechanism 1.

As shown in FIG. 3, the rack 14 includes two or more rack teeth 14 aformed as a helical gear. These rack teeth 14 a mesh with the piniongear teeth 21 a formed on an outer peripheral surface of the pinion 21as a helical gear. When a torque T is applied to the pinion shaft 2, aforce N which is perpendicular to tooth flanks of the pinion gear tooth21 a and the rack gear tooth 14 a acts on the rack 14 at the meshedportion of the pinion 21 and the rack 14. A reaction force N′ of theapplied force N acts on the pinion 21 with a relationship between actionand reaction. Here, the reaction force N′ acting on the pinion 21 andthe force N acting on the rack 14 always equal to each other with therelationship between action and reaction. Because the pinion gear teeth21 a of the pinion 21 and the rack gear teeth 14 a of the rack 14 areformed in helical gears, the reaction force N′ acting on the pinion 21is expressed by a component force Pv in the radial direction, and acomponent force Pa in the axial direction, and the force N acting on therack 14 is expressed by a component force Na in the axial direction, anda component force Nv in a direction perpendicular to both of the axialcenters of the support yoke 4 and the rack shaft 10 (the verticaldirection in FIG. 3).

The relationship between the torque T applied to the pinion shaft 2 andthe component force Na in the axial direction of the force N acting onthe rack 14 due to the torque T can be expressed by the followingequation.

T=Na·S/(2π)   (1)

Here, S is a rack stroke ratio representing a moving distance of therack shaft 10 while the pinion shaft 2 rotates once. The torque Tapplied to the pinion shaft 2 is designated with its sign(positive/negative) according to a rotating direction of the steeringwheel 30 from its neutral position. Thus, the sign is positive forrotating to the right from the neutral position, and, negative forrotating to the left from the neutral position, for example.

As shown in FIG. 3, where the inclined angle of the rack gear tooth 14 aformed as a helical gear is θ degree, a relationship between thecomponent force Na in the axial direction and the component force Nv inthe vertical direction of the force N acting on the rack 14 is expressedby the following equation.

Na=Nv/tan θ  (2)

Substituting Equation (2) to Equation (1), the following equation can beobtained.

T=Nv·S/(2π·tan θ)   (3)

As described above, by detecting the component force Nv in the verticaldirection of the force N acting on the rack 14, the torque T applied tothe pinion shaft 2 can be calculated applying the detected value of Nvto Equation (3). The component force Nv in the vertical direction istransmitted to the support yoke 4 resiliently contacting the rack shaft10. The load cells 6 and 7 are provided to the support yoke 4 asdescribed above, for the purpose of detecting Nv. Here, in thisembodiment, the component force Na in the axial direction of the force Nacting on the rack 14 is designated as positive for the right direction,and negative for the left direction. Further, the component force Nv inthe vertical direction is designated as positive for the downwarddirection, and negative for the upward direction.

As shown in FIG. 2, the forces detected by the load cells 6 and 7 are Suand Sl, respectively. Further, the angle of the force acting on the loadcells 6 and 7 from the rack shaft 10 through the resilient portion 4 bis θs degree with respect to the axial center of the support yoke 4.Therefore, the component force Nv in the vertical direction of the forceN acting on the rack 14 described above can be calculated from thefollowing equation.

Nv=(Sl−Su)·sin θs   (4)

Here, θs is set to an arbitrary angle up to 90 degrees other than 0degree. In the steering apparatus configured as above, when the steeringwheel 30 is operated to the right or the left, a downward or upwardforce acts on the rack 14, respectively. Thus, the difference betweenthe forces detected by the load cells 6 and 7 (=Sl−Su) becomes aspositive or negative, respectively.

The detection results by the load cells 6 and 7 are given to the assistcontrol module 9, as shown in FIG. 1. Using the forces Su and Sldetected by the load cells 6 and 7, respectively, the assist controlmodule 9, specifically, as shown in Equation (4), calculates a forceapplied to the support yoke 4 according to the difference between thecomponent forces in the vertical direction of the detected forces Su andSl, that is, the component force Nv in the vertical direction of theforce N acting on the rack 14. The assist control module 9 thencalculates the torque T applied to the pinion shaft 2 by applying thecalculated Nv to Equation (3). The torque T applied to the pinion shaft2 which is calculated by the calculation equals to steering torque Thapplied to the steering wheel 30.

The assist control module 9 transmits a control instruction to thesteering assist motor 5 based on the steering torque Th calculated asabove to perform the assist control operation in which the assistcontrol module 9 increases and decreases a drive current of the motor 5.Further, a detection result by a motor current sensor 50 for detectingthe current of the steering assist motor 5 is also transmitted to theassist control module 9. The current detected by the motor currentsensor 50 is used as a feedback signal for controlling the steeringassist motor 5.

The steering apparatus according to the embodiment configured as abovecalculates the force applied to the support yoke 4 according to theforce acting on the meshed portion of the pinion 21 and the rack 14 inaccordance with the rotation of the steering wheel 30, that is, thecomponent force Nv in the vertical direction of the force N acting onthe rack 14 based on the difference between the forces Su and Sldetected by the load cells 6 and 7, respectively, as shown in Equation(4). Then, the steering apparatus can calculate the torque T applied tothe pinion shaft 2, that is, the steering torque Th applied to thesteering wheel 30 by applying the calculated Nv to Equation (3). As aresult, it is not necessary to provide a torsion bar of low rigiditysuch as a conventional torque sensor, and a steering feel can beimproved by constituting the steering column 3 with a hollow or solidmember of high rigidity. Further, as shown in FIG. 2, because the loadcells 6 and 7 is provided inside the yoke housing 40 for supporting thesupport yoke 4, they are not exposed to the outside environment.Therefore, it is possible to prevent problems, such as a reduction indetection accuracy and a failure under the influence of foreignsubstances such as water, mud, dust, etc.

Further, in the steering apparatus, two load cells 6 and 7 are disposedat positions symmetrical with a plane including the axial centers of thesupport yoke 4 and rack shaft 10. The steering apparatus calculates thecomponent force Nv in the vertical direction of the force acting on therack 14 using Equation (4) based on the difference between the forcesdetected by the load cells 6 and 7. Then the steering apparatuscalculates the torque T applied to the pinion shaft 2, that is, thesteering torque Th applied to the steering wheel 30 using Equation (3)based on the calculated component force Nv. Therefore, it is possible tocalculate the steering torque. Further, because the steering apparatuscalculates the difference between the detection results of the loadcells 6 and 7 using one of them as a reference with respect to theother, it is possible to calculate the direction of the steering torqueTh applied to the steering wheel 30 based on the sign(positive/negative) of the calculated difference.

Here, modifications are possible for other steering apparatuses withoutbeing limited to the rack-assist-type electric power steering apparatusas illustrated in the disclosure of this Embodiment 1. The modificationsmay also include a column-assist-type electric power steering apparatusin which a steering assist motor is attached to the outer peripheralsurface of the column housing 31, and the motor transmits a power to thesteering column 3.

Embodiment 2

In the column-assist-type electric power steering apparatus, theassisting torque by the steering assist motor is included in the torqueT applied to the pinion shaft 2. Therefore, in order to calculate thesteering torque Th applied to the steering wheel 30, it is necessary tosubtract the assisting torque from the torque T applied to the pinionshaft 2. The steering torque Th can be expressed as the followingequation using the torque T applied to the pinion shaft 2 which can becalculated by Equation (3).

Th=T−Tm·α  (5)

Here, Tm is a motor torque, and can be expressed by the product of amotor current Is and a torque constant Kt of the motor. α is atransmission ratio of a transmission means for reducing a rotation of anoutput shaft of the steering assist motor, and transmitting the reducedrotation to the steering column 3.

In the above Embodiments 1 and 2, it has been explained that the planedefined by the support yoke 4 and the rack shaft 10 is the planeincluding the axial centers of the support yoke 4 and the rack shaft 10.However, embodiments are not limited to this configuration. For example,the plane may also be a plane that includes the axial center of thesupport yoke 4, and inclines by a predetermined angle with respect tothe axial center of the rack shaft 10.

Further, in the above Embodiments 1 and 2, it has been explained thatthe load cells 6 and 7 are used as the detection means for detecting theforce applied to the support yoke 4 from the rack shaft 10. However,embodiments are not limited to this configuration, and the detectionmeans may be configured to merely detect the force applied to thesupport yoke 4. Further, in this embodiment, it has been explained thatthe load cells 6 and 7 are provided inside the yoke housing 40 forsupporting the support yoke 4. However, embodiments are not limited tothis configuration, and it may be configured so that a recessed portionis provided in an inner surface of the yoke housing 40, and a load cellis provided in the recessed portion so as to contact an outer surface ofthe support yoke 4.

Further, without being limited to the embodiments described above,modifications may be implemented in various forms modified within thescope as may be described in the claims.

Embodiment 3

FIG. 4 is a schematic view showing a configuration of a steeringapparatus according to embodiments. The steering apparatus shown in FIG.4 includes a rack-and-pinion-type steering mechanism, and is configuredto be a rack-assist-type electric power steering apparatus.

The rack-and-pinion-type steering mechanism 1 has a known configurationin which it includes a rack shaft 10 movably supported in the axialdirection inside a rack housing 11 extending to the left-and-rightdirection of the vehicle body (not illustrated), and a pinion shaft 2rotatably supported inside the pinion housing 20 which intersects withthe rack housing 11 at an intermediate position of the rack housing 11.

Both ends of the rack shaft 10 which projects outside from the bothsides of the rack housing 11 are coupled to front wheels 13 on the leftand right sides as steerable wheels through respective tie rods 12.Further, an upper end of the pinion shaft 2 which projects outside fromone side of the pinion housing 20 is coupled to a steering wheel 30 as asteering member through a steering column 3.

The steering column 3 is rotatably supported inside a column housing 31of a cylindrical shape, and is mounted inside a vehicle cabin (notillustrated) through the column housing 31 so that it inclines with itsfront end down. An end of the steering column 3 projecting downwardlyfrom the column housing 31 is coupled to the pinion shaft 2. A steeringwheel 30 is fixed to the other end of the steering column 3 projectingupwardly.

FIG. 5 is a longitudinal cross-sectional view schematically showing aportion in proximity to the intersecting portion of the pinion housing20 and the rack housing 11. As illustrated, the pinion shaft 2 includesa pinion 21 integrally formed therewith. A lower half portion of thepinion 21 is larger in its diameter than the rest of the pinion 21. Thepinion shaft 2 is rotatably supported inside the pinion housing 20through a pair of bearings 22 and 23 located above and below the pinion21, respectively.

A bearing 22 above the pinion 21 is an angular contact ball bearing, anda bearing 23 below the pinion 21 is a deep groove ball bearing.

As described above, the rack housing 11 of cylindrical shape isintegrally formed with a lower half portion of the pinion housing 20 onone side so that their axial centers intersect with each other. The rackshaft 10 supported inside the rack housing 11 includes a rack 14integrally formed with the rack shaft 10 on the side facing a portioncommunicating with the pinion housing 20 so that the rack 14 extends fora predetermined length in the axial direction of the rack shaft 10. Therack 14 meshes with the pinion 21.

At the intersecting portion of the rack housing 11 and the pinionhousing 20, a yoke housing 40 of cylindrical shape projects toward adirection perpendicular to both the rack housing 11 and the pinionhousing 20. A support yoke 4 having a circular cross-section is fittedinside the yoke housing 40 so that it is held slidable in the axialdirection.

One end of the support yoke 4 facing inside the rack housing 11 has anarch shape corresponding to an outer contour of the rack shaft 10, andslidably contacts to an outer peripheral surface of the rack shaft 10from the other side of the meshed portion between the pinion 21 and therack 14 through a slide plate 41. Further, the other end of the supportyoke 4 contacts a bottom surface of a support cap 42 which is fixedlyfitted into an opening of the yoke housing 40 so as to be positioned bya lock nut 43. A push spring 44 is inserted between the opposing facesof the support yoke 4 and the support cap 42. The support yoke 4 isbiased by a spring force of the push spring 44 toward the rack shaft 10so that it resiliently contacts the rack shaft 10.

The support yoke 4 attached as described above functions to push therack shaft 10 against the pinion shaft 2, and favorably mesh the rack 14with the pinion 21 without backlash. The pushing force against the rackshaft 10 may be appropriately adjusted by changing the fitting depth ofthe support cap 42.

With the above configuration, when the steering wheel 30 is rotated forsteering, this rotation is transmitted to the pinion shaft 2 through thesteering column 3, and the rotation of the pinion shaft 2 is convertedinto a movement of the rack shaft 10 in the axial direction at themeshed portion of the pinion 21 and the rack 14. Such a movement of therack shaft 10 causes pushing and pulling of the front wheels 13 on theleft and right sides through the respective tie rods 12 and, thus,steering of the vehicle is carried out.

A steering assist motor 5 is attached to an intermediate position of anoutside perimeter of the rack housing 11. An output shaft of the motor 5extends inside of the rack housing 11, and is configured to transmit aforce through a movement conversion mechanism such as a ball screwmechanism, to an intermediate portion of the rack shaft 10. The motor 5operates based on a steering torque calculated as described later. Bytransmitting the rotation generated by the motor operation to the rackshaft 10 through the movement conversion mechanism, the steering of thevehicle is assisted.

As shown in FIG. 5, an opening portion is formed in a lower end of thepinion housing 20, and this opening portion is sealed by a threadedlower lid 24. A load cell 6 a is disposed on an upper surface of thelower lid 24, and a plate-like load receiving seat 25 contacts adetecting portion on an upper surface of the load cell 6 a. A recessedportion is formed in each of an upper surface of the load receiving seat25 and a lower end face of the pinion shaft 2, and a ball 26 isrotatably sandwiched between the provided recessed portions.

The load cell 6 a is a known force sensor such as a strain gaugeattached to an elastic body, which detects a distortion of the elasticbody by an applied force as a change in an electrical resistance of thestrain gauge, and obtains the applied force based on the change, forexample. This load cell 6 a is preload as a force acting on a lowersurface of the load cell 6 a according to a fitting depth of the lowerlid 24 into the pinion housing 20, and as a reaction force acting on thedetecting portion of the load cell 6 a from the lower end face of thepinion shaft 2 through the load receiving seat 25 and the ball 26. Thepreload is appropriately adjusted by changing the fitting depth of thelower lid 24 so that it is larger than the assumed maximum force actingon the pinion gear in the axial direction 2 during a steering operation.The ball 26 described above is provided to transmit only a force in theaxial direction to the load cell 6 a without transmitting a moment aboutthe center axis generated by a rotation of the pinion 21. Further, theload receiving seat 25 is provided to cause the force in the axialdirection received from the ball 26 to stably act on the load cell 6 a.

With the above configuration, when a steering torque is applied to thesteering wheel 30, and a force acts on the pinion 21 downwardly orupwardly in the axial direction by a reaction of the applied force fromthe pinion 21 to the rack 14 generated according to the steering torque,the force being detected by the load cell 6 a increases or decreases.

The steering apparatus according to this embodiment detects the forceacting on the pinion 21 using the load cell 6 a provided as describedabove, and calculates the torque applied to the pinion shaft 2 (i.e.,the steering torque) based on the detected force. Hereinbelow, first, arelationship between the force acting on the pinion 21 and the torqueapplied to the pinion shaft 2 will be explained with reference to FIG. 3which is a diagram illustrating forces acting on the steering mechanism1.

As shown in FIG. 3, the rack 14 includes two or more rack teeth 14 aformed as a helical gear. These rack teeth 14 a mesh with the piniongear teeth 21 a formed on an outer peripheral surface of the pinion 21as a helical gear. When a torque T is applied to the pinion shaft 2, aforce N which is perpendicular to tooth flanks of the pinion gear tooth21 a and the rack gear tooth 14 a acts on the rack 14 at the meshedportion of the pinion 21 and the rack 14. A reaction force N′ of theapplied force N acts on the pinion 21 with a relationship between actionand reaction. Here, the reaction force N′ acting on the pinion 21 andthe force N acting on the rack 14 always equal to each other with therelationship between action and reaction. Because the pinion gear teeth21 a of the pinion 21 and the rack gear teeth 14 a of the rack 14 areformed in helical gears, the reaction force N′ acting on the pinion 21is expressed by a component force Pv in the radial direction, and acomponent force Pa in the axial direction, and the force N acting on therack 14 is expressed by a component force Na in the axial direction, anda component force Nv in a direction perpendicular to both of the axialdirection and the axial center of the support yoke 4 (the verticaldirection in FIG. 3).

The relationship between the torque T applied to the pinion shaft 2 andthe component force Na in the axial direction of the force N acting onthe rack 14 due to the torque T can be expressed by the followingequation.

T=Na·S/(2π)   (6)

Here, S is a rack stroke ratio representing a moving distance of therack shaft 10 while the pinion shaft 2 rotates once. The torque Tapplied to the pinion shaft 2 is designated with its sign(positive/negative) according to a rotating direction of the steeringwheel 30 from its neutral position. Thus, the sign is positive forrotating to the right from the neutral position, and, negative forrotating to the left from the neutral position, for example.

As shown in FIG. 3, where the inclined angle of the rack gear tooth 14 aformed as a helical gear is θ degree, a relationship between thecomponent force Na in the axial direction and the component force Nv inthe vertical direction of the force N acting on the rack 14 is expressedby the following equation.

Na=N·cos θ  (7)

Further, in a plane shown in FIG. 3, where an angle of the pinion shaft2 with respect to a direction perpendicular to the axial direction ofthe rack shaft 10 is θp degree, because N′=N according to therelationship between action and reaction, a relationship between theforce N acting on the rack 14 and the component force Pa is expressed bythe following equation.

N=Pa/sin(θ+θp)   (8)

By substituting Equations (7) and (8) into Equation (6), the followingequation is obtained.

T=S·Pa 19 cos θ/(2π·sin(θ+θp))   (9)

As described above, the torque T applied to the pinion shaft 2 can becalculated by detecting the component force Pa in the axial direction ofreaction force N′ acting on the pinion 21, and applying the detectedcomponent force Pa to Equation (9). Here, in this embodiment, thecomponent force Na in the axial direction of the force N acting on therack 14 is positive to the right and negative to the left negative, andthe component force Pa in the axial direction of the reaction force N′acting on the pinion 21 is positive to upward and negative to downward.

When the force detected by the load cell 6 a provided below the pinion21 is Sa, the component force Pa in the axial direction of the reactionforce N′ acting on the pinion 21 is expressed by the followingequations.

Pa=2(Sc−Sa)   (10)

Here, Sc is a value detected by the load cell 6 a when the steeringtorque applied to the steering wheel 30 is zero, and a preloadappropriately adjusted by the change in the fitting depth of the lowerlid 24 as described above. In the steering apparatus configured asabove, when the steering wheel 30 is rotated to the left or to theright, because a downward or upward force acts on the pinion 21, theforce Sa detected by the load cell 6 a increases and decreases, and thevalue of the component force Pa becomes as negative or positive,respectively.

The detection result by the load cell 6 a is transmitted to the assistcontrol module 9 a, as shown in FIG. 4. The assist control module 9 acalculates the component force Pa in the axial direction of the reactionforce N′ acting on the pinion 21 by applying the force Sa detected bythe load cell 6 a to Equation (10), and calculates the torque T appliedto the pinion shaft 2 by applying the calculated component force Pa toEquation (9). The calculated torque T which assumed to be applied to thepinion shaft 2 equals to the steering torque Th applied to the steeringwheel 30.

The assist control module 9 a transmits a control instruction to thesteering assist motor 5 based on the steering torque Th calculated asdescribed above, and performs an assist control operation to increaseand decrease a drive current of the motor 5. Further, a detection resultby the motor current sensor 50 for detecting the current of the steeringassist motor 5 is also transmitted to the assist control module 9 a. Thecurrent detected by the motor current sensor 50 is used as a feedbacksignal to control the steering assist motor 5.

The steering apparatus according to this embodiment configured as abovecalculates the force Pa acting on the pinion 21 in the axial directionby applying the force Sa detected by the load cell 6 a to Equation (10).The steering apparatus then calculates the torque T applied to thepinion shaft 2, that is, the steering torque Th applied to the steeringwheel 30 using Equation (9) based on the calculated Pa, as well as itsdirection. Therefore, it is not necessity to provide a torsion bar oflow rigidity for the conventional torque sensor. Further, a steeringfeel can be improved by constituting the steering column 3 with a hollowor solid member of high rigidity. Further, because the load cell 6 a isdisposed inside the pinion housing 20 for supporting the pinion 21, itwill not be exposed to outside environment. Further, it is possible toprevent problems such as a reduction in detection accuracy and a failureunder the influence of foreign substances such as water, mud, dust, etc.

Further, the predetermined preload Sc is applied to the load cell 6 acontacting the pinion 21 from one side in the axial direction, and thepreload Sc is set larger than the assumed maximum force acting on thepinion 21 in the axial direction during steering. Therefore, thesteering apparatus calculates the difference between the force Sadetected by the load cell 6 a and the preload Sc, and can calculates thesteering torque applied to the steering wheel 30 based on the calculateddifference, as well as its direction.

Embodiment 4

FIG. 6 is a schematic view showing a configuration of the steeringapparatus according to another embodiment. The steering apparatus shownin FIG. 6 is configured as a column-assist-type electric power steeringapparatus in which a steering assist motor 51 is attached to anintermediate position of the column housing 31 for supporting thesteering column 3.

The steering assist motor 51 is attached to an outer peripheral surfaceof the column housing 31 so as to be approximately perpendicular to theaxial center of the column housing 31. A worm fixed to an output endextending inside the column housing 31 meshes with a worm wheel outerlyfitted onto the steering column 3. The rotation of the motor 51 isreduced in speed by the worm and the worm wheel, and is transmitted tothe steering column 3 to assist the steering as described above. Becausethe other configuration is similar to that of the embodiment shown inFIG. 4, a similar reference numeral to that of FIG. 4 is assigned to acorresponding component to omit a detailed explanation of theconfiguration and operation. Here, because a procedure of calculatingthe torque applied to the pinion shaft 2 using the configuration of theload cell 6 a, the load receiving seat 25, and the ball 26, and theforce detected by the load cell 6 a is similar to that of Embodiment 3described above, its explanation will be omitted.

In the column-assist-type electric power steering apparatus, because thetorque T applied to the pinion shaft 2 includes the assisting torque bythe steering assist motor 51, in order to calculate the steering torqueTh applied to the steering wheel 30, it is necessary to subtract theassisting torque from the torque T applied to the pinion shaft 2.Therefore, the steering torque Th acting on the steering wheel 30 can beexpressed by the following equation using the torque T applied to thepinion shaft 2 which can be calculated by Equation (9).

Th=T.−Tm−α  (11)

Here, Tm is a motor torque, and is expressed by the product of the motorcurrent Is and the torque constant Kt of the motor. α is a transmissionratio of the worm and the worm wheel for reducing the rotation of theoutput shaft of the steering assist motor, and transmitting the reducedrotation to the pinion shaft 2.

FIG. 7 is a flowchart showing a processing procedure of the assistcontrol by the assist control module 9 b. The assist control module 9 breads the force Sa detected by the load cell 6 a and the motor currentIs of the steering assist motor 51 detected by the motor current sensor52, at a predetermined sampling period (Steps S1 and S2).

Next, the assist control module 9 b calculates the component force Pa byapplying the force Sa read in Step 51 to Equation (10), and calculatesthe torque T applied to the pinion shaft 2 by applying the calculatedcomponent force Pa to Equation (9) (Step S3).

On the other hand, the motor torque Tm is calculated using the motorcurrent Is read in Step S2 (Step S4). As described above, the motortorque Tm can be calculated as a product of the motor current Is and thetorque constant Kt of the motor.

The assist control module 9 b calculates the steering torque Th byapplying the torque T applied to the pinion shaft 2 which is calculatedin Step S3 and the motor torque Tm calculated in Step S4 to Equation(11) (Step S5).

Next, the assist control module 9 b determines a target drive current Ito be supplied to the steering assist motor 51 to generate a targetsteering assist force using the steering torque Th (Step S6). In StepS6, the target drive current I may be determined by applying thecalculated value of the steering torque Th which is calculated in StepS5 to the control map stored in the assist control module 9 b, forexample.

Then, the assist control module 9 b calculates a deviation between thetarget drive current I obtained in Step 6 and the motor current Isflowing in the steering assist motor 51 read in Step S2. The assistcontrol module 9 b then calculates a motor voltage by performing a PIDcalculation to the deviation. The assist control module 9 b thentransmits a PWM signal based on the calculated result to a motor drivecircuit (not illustrated) so that it drives the motor 51 (Step S7).

As described above, the steering apparatus is configured as acolumn-assist-type electric power steering apparatus in which thesteering assist motor 51 is attached to the outer peripheral surface ofthe column housing 31, and transmits a power to the steering column 3.In the steering apparatus, the steering torque Th applied to thesteering wheel 30 can also be calculated by subtracting the assistingtorque by the steering assist motor 51 from the torque T applied to thepinion shaft 2. Therefore, it is not necessary to provide a torsion barof low rigidity for the conventional torque sensor, and a steering feelcan be improved by constituting the steering column 3 with a hollow orsolid member of high rigidity.

In Embodiments 3 and 4, although it has been explained that the loadcell 6 a is provided below the pinion 21, modifications are not limitedto this configuration, and the load cell may be provided above thepinion 21.

Embodiment 5

FIG. 8 is a longitudinal cross-sectional view schematically showing aconfiguration of a main portion of the steering apparatus according toanother embodiment, and shows a portion in proximity to the intersectingportion of the pinion housing 20 and the rack housing 11, similar toFIG. 5. As illustrated, the bearings 22 a and 23 a provided both aboveand below the pinion 21 are deep groove ball bearings to movably supportthe pinion shaft 2 in the axial direction. The pinion shaft 2 extendsdownward from a supporting portion by the bearing 23 a. A circularsupport plate 8 for supporting a thrust load is provided to an extendedend of the pinion shaft 2. The support plate 8 is fixed to the pinionshaft 2 with a lock nut 80, and integrally rotates with the pinion shaft2.

On the other hand, in an opening formed at a lower end of the pinionhousing 20, a cylindrical holder 81 is tightly fitted. At the extendedend into the pinion housing 20, the holder 81 includes a top plateopposing the support plate 8 from above. An annular load cell 60 a issandwiched between the opposing surfaces of the top plate and thesupport plate 8. The load cell 60 a is fixed on one side thereof to thetop plate of the holder 81, and the other side contacts the supportplate 8 through a slide bearing 83 a. The slide bearing 83 a allows arelative rotation between the support plate 8 which integrally rotateswith the pinion shaft 2 and the load cells 60 a fixed to the holder 81so that it does not transmits any torsion which affects to a detectedforce which will be mentioned later. For example, the slide bearing 83 amay be a metal plate of, for example, zinc bronze which is excellent ina wear resistance. Further, instead of the slide bearing 83 a, a ball orroller bearing such as a thrust ball bearing, a thrust roller bearingmay be used.

Further, a bottom opening of the holder 81 is sealed with a lower lid 82tightly fitted in to this opening. An upper end face of the lower lid 82opposes a lower surface of the support plate 8 from below, and anannular load cell 60 b is sandwiched between these opposing surfaces. Aload cell 60 b is fixed to the lower lid 82 at one side, and the otherside contacts the support plate 8 through a slide bearing 83 b. Becausethe configuration and action of the slide bearing 83 b are similar tothat of the upper slide bearing 83 a, the explanation will be omitted.

In the above configuration, when an upward force acts on the pinionshaft 2, the upper load cell 60 a is pressed against the holder 81.Accordingly, the force Su detected by the load cell 60 a increases, andthe force Sl detected by the load cell 60 b decreases. On the otherhand, when a downward force acts on the pinion shaft 2, the lower loadcell 60 b is pressed against the lower lid 82. Accordingly, the force Sldetected by the load cell 60 b increases, and the force Su detected bythe load cell 60 a decreases. Here, the slide bearings 83 a and 83 bdescribed above function to transmit only a force in the axial directionto the load cells 60 a and 60 b, respectively, without transmitting amoment about the center axis generated in accordance with the rotationof the pinion 21. That is, the slide bearings 83 a and 83 b function tonot affect the detection of the force applied to pinion 21 in the axialdirection. Because the other configuration is similar to that of theembodiment shown in FIG. 5, a similar reference numeral to that of FIG.5 is assigned to a corresponding component, and the detailed explanationfor the configuration and of operation will be omitted.

In Embodiment 5, the forces Su and Sl applied to the pinion 21 to therespective directions are detected by the load cells 60 a and 60 b,respectively. Therefore, the steering apparatus calculates thedifference (=Su−Sl) between the detected force Sl and the force Sudetected by the load cell 60 a with the force 51 detected by one of theload cell (60 b) being a reference for the other. Then, the steeringapparatus can calculate the torque T applied to the pinion shaft 2 aswell as its direction by applying the calculated difference to Equation(24) as the force Pa acting on the pinion 21 in the axial direction.

When the steering torque Th is applied to the steering wheel 30, and adownward or upward force acts on the pinion 21 in the axial direction bythe reaction of the applied force from the pinion 21 to the rack 14generated according to the steering torque Th, Pa that is a differencebetween the forces detected by the load cells 60 a and 60 b increases ordecreases. Therefore, similar to the embodiment described above, it ispossible to calculate the steering torque Th applied to the steeringwheel 30 as well as its direction. It is not necessity to provide atorsion bar of low rigidity for the conventional torque sensor, and asteering feel can be improved by constituting the steering column 3 witha hollow or solid member of high rigidity.

Embodiment 6

FIG. 9 is a longitudinal cross-sectional view schematically showing aconfiguration of a main portion of the steering apparatus according toanother embodiment, and shows a portion in proximity to the intersectingportion of the pinion housing 20 and the rack housing 11, similar toFIG. 5. In this embodiment, the pinion shaft 2 is supported by angularcontact ball bearings 22 b and 23 b which contact both upper and lowerend faces of the pinion 21, respectively.

A lower surface of the angular contact ball bearing 23 b opposes theupper end face of the lower lid 24 tightly fitted in the lower endopening of the pinion housing 20, as described above. An annular loadcell 61 b is supported by the upper end face through the load receivingseat 25 a. The load cell 61 b contacts the lower end face of the pinion21 through the angular contact ball bearing 23 b.

On the other hand, an opening portion from which the pinion shaft 2projects is provided in the upper end of the pinion housing 20. An upperlid 27 which serves as a holder for an oil seal for sealing the outerperipheral surface of the pinion shaft 2 is tightly fitted in theopening. A lower portion of the upper lid 27 extends inside the pinionhousing 20, and the extended end opposes the upper surface of the upperangular contact ball bearing 22 b. An annular load cell 61 a issandwiched between the opposing surfaces. The load cell 61 a contacts anupper end face of the pinion 21 through the angular contact ball bearing22 b.

With the above configuration, when a downward force acts on the pinionshaft 2, the lower load cell 61 b pressed against the lower lid 24.Accordingly, the force Sl detected by the load cell 61 b increases, andthe force Su detected by the load cell 61 a decreases. Here, the loadreceiving seat 25 a is provided to stably act the force in the axialdirection on the load cell 61 b.

On the other hand, when an upward force acts on the pinion shaft 2, theupper load cell 61 a is pressed against the upper lid 27. Accordingly,the force Su detected by the load cell 61 a increases, and the force Sldetected by the load cell 61 b decreases. Because the otherconfiguration is similar to that of the embodiment shown in FIG. 5, asimilar reference numeral as that of FIG. 5 is assigned to acorresponding component and, thus, the detailed explanation for theconfiguration and operation will be omitted.

In this embodiment, the forces Su and Sl applied to the pinion 21 to therespective directions are detected by the load cells 61 a and 61 b,respectively. The steering apparatus calculates the difference (=Su−Sl)between the force Sl detected by one load cell 61 b and the force Sudetected by the other load cell 61 a, with the force Sl being areference to the other. Therefore, the steering apparatus can calculatethe torque T applied to the pinion shaft 2 as well as its direction byapplying the calculated difference to Equation (9) as the force Paacting on the pinion 21 in the axial direction.

When the steering torque Th is applied to the steering wheel 30, and aforce acts on the pinion 21 downwardly or upwardly in the axialdirection by the reaction of the applied force from the pinion 21 to therack 14 generated according to the steering torque Th, Pa which is adifference between the forces detected by the load cells 61 a and 61 bincreases or decreases. Therefore, similar to the embodiment describedabove, the steering apparatus can calculate the steering torque Thapplied to the steering wheel 30 as well as its direction. It is notnecessary to provide the torsion bar of low rigidity for theconventional torque sensor, and a steering feel can be improved byconstituting the steering column 3 with a hollow or solid member of highrigidity.

Moreover, if elastic coefficients of the supporting portions forsupporting the pinion 21 from both side, or more specifically, elasticcoefficients determined by a structure of the angular contact ballbearings 22 b and 23 b and the housing for supporting the angularcontact ball bearings 22 b and 23 b, and the like are approximatelyequal, the steering apparatus may be able to calculate the steeringtorque with more accuracy.

In the above Embodiments 3 to 6, it has been explained that the loadcell is used as the detection means for detecting the force Pa acting onthe pinion 21 in the axial direction. However, modifications are notlimited to this configuration, and the detection means may be any meanscapable of detecting the force Pa acting the pinion 21 in the axialdirection.

According to the disclosure, it is not necessary to provide the torsionbar of low rigidity for the conventional torque sensor, and a steeringfeel can be improved by constituting the steering column with a hollowor solid member of high rigidity. Further, the detection means isprovided so as not to be exposed to outside environment. For example,the detection means may be provided inside the yoke housing forsupporting the support yoke. Therefore, it is possible to preventproblems such as a reduction in detection accuracy and a failure causedby foreign substances such as water, mud, dust, etc.

According to the disclosure, the detection means is constituted by twoforce sensors disposed at symmetrical positions with respect to a planedefined by the support yoke and the rack shaft, for example, a planeincluding axial centers of the support yoke and the rack shaft. Thecalculation means calculates a difference between the forces detected bythese two force sensors, and calculates a steering torque applied to thesteering member based on the calculated difference. Therefore, it ispossible to calculate the steering torque applied to the steeringmember, as well as a direction of the steering torque based on the sign(positive/negative) of the calculated difference by calculating thedifference between the forces by both the force sensors, or thedifference of one force by one of the force sensors with respect to theother force by the other force sensor.

According to the disclosure, the detection means detects a force appliedto the pinion in the axial direction by a reaction of the force actingon the meshed portion of the pinion and the rack in accordance with anoperation of the steering member. Based on the detection, a torqueapplied to the pinion shaft is then calculated, for example, using arelational equation of the action and the reaction of the force actingbetween the rack and the pinion, and a relational equation of the torqueand the rack shaft force applied to the pinion shaft. The steeringtorque is then calculated based on the calculated torque. Therefore, itis not necessary to provide a torsion bar of low rigidity for theconventional torque sensor, and the steering feel can be improved byconstituting the steering column with a hollow or solid member of highrigidity. Further, the detection means may be provided inside the pinionhousing for supporting the pinion shaft so as not to be exposed tooutside environment. Therefore, it is possible to prevent problems suchas a reduction in detection accuracy and a failure under the influenceof foreign substances such as water, mud, dust, etc.

According to the disclosure, a predetermined preload, specifically, thatis larger than the assumed maximum force acting on the pinion in theaxial direction during steering, is applied to the force sensorcontacting the pinion from one side in the axial direction. Therefore,it is possible to calculate the difference between the detection valueby the force sensor and the preload value and, thereby calculating thesteering torque applied to the steering member based on the calculateddifference, as well as its direction.

According to the disclosure, by two force sensors contacting the supportplate disposed at one side of the pinion, from both sides in the axialdirection, respectively, forces applied to the pinion in the respectivedirections are detected. Then, a difference between the detection valueby one of the force sensors and the detection value by the other forcesensor, that is, a difference of the detection value by one of the forcesensors with respect to the detection value by the other force sensor iscalculated. Therefore, it is possible to calculate the steering torqueapplied to the steering member based on the calculated difference, aswell as its direction.

According to the disclosure, by the force sensors contacting the pinionfrom both sides in the axial direction, respectively, forces applied tothe pinion in the respective directions are detected. Then, a differencebetween the detection value by one of the force sensor and the detectionvalue by the other force sensor, that is, a difference of the detectionvalue by one of the force sensors with respect to the detection value bythe other force sensor is calculated. Therefore, it is possible tocalculate the steering torque applied to the steering member based onthe calculated difference, as well as its direction.

As this description may be embodied in several forms without departingfrom the spirit of essential characteristics thereof, the presentembodiments are therefore illustrative and not restrictive, since thescope of the description is defined by the appended claims rather thanby the description preceding them, and all changes that fall withinmetes and bounds of the claims, or equivalence of such metes and boundsthereof are therefore intended to be embraced by the claims.

1. A steering apparatus for steering a vehicle by converting rotation ofa pinion in accordance with an operation of a steering member intomovement of a rack shaft in an axial direction thereof, the rack shafthaving a rack meshed with the pinion, the steering apparatus comprising:a detection unit for detecting a force applied to the pinion in an axialdirection thereof by reaction of an acting force on a meshed portion ofthe pinion and the rack; and a calculation unit for calculating asteering torque applied to the steering member based on the forcedetected by the detection unit, wherein the pinion and the rack areformed in helical gears.
 2. The steering apparatus according to claim 1,wherein the acting force on the meshed portion is a force applied to therack from the pinion in accordance with the operation of the steeringmember.
 3. The steering apparatus according to claim 1, wherein thedetection unit includes a force sensor coming into contact with thepinion from one side in the axial direction of the pinion with apredetermined preload applied thereto, and wherein the calculation unitcalculates a difference between the force detected by the force sensorand the preload and calculates the steering torque based on thecalculated difference.
 4. The steering apparatus according to claim 1,further comprising a support plate provided on one side of the pinion,and for supporting a force applied to the pinion in the axial direction,wherein the detection unit includes two force sensors coming intocontact with the support plate from both sides in the axial direction ofthe pinion, and wherein the calculation unit calculates a differencebetween a detection value by one of the force sensors and a detectionvalue by the other force sensor and calculates the steering torque basedon the calculated difference.
 5. The steering apparatus according toclaim 1, wherein the detection unit includes two force sensors cominginto contact with the pinion from both sides in the axial directionthereof, and wherein the calculation unit calculates a differencebetween a detection value by one of the force sensors and a detectionvalue by the other force sensor and calculates the steering torque basedon the calculated difference.
 6. A steering apparatus including a pinionthat rotates in accordance with an operation of a steering member, arack shaft having a rack meshed with the pinion, and a support yokeresiliently coming into contact with the rack shaft from an oppositeside of a meshed portion of the rack and the pinion, and beingconfigured to convert rotation of the pinion into movement of the rackshaft in an axial direction, the steering apparatus comprising:detection means for detecting a force applied to the support yoke by anacting force on the meshed portion; and calculation means forcalculating a steering torque applied to the steering member based onthe force detected by the detection means, wherein the pinion and therack are formed in helical gears.
 7. A steering apparatus for steering avehicle by converting a rotation of a pinion in accordance with anoperation of a steering member into movement of a rack shaft in an axialdirection thereof, the rack shaft having a rack meshed with the pinion,the steering apparatus comprising: detection means for detecting a forceapplied to the pinion in an axial direction thereof by reaction of anacting force on a meshed portion of the pinion and the rack; andcalculation means for calculating a steering torque applied to thesteering member based on the force detected by the detection means,wherein the pinion and the rack are formed in helical gears.